Reducing gust loads acting on an aircraft

ABSTRACT

The invention relates to a device and a method for reducing gust loads acting on an aircraft. The aircraft has at least one aerodynamic control surface which can be moved by at least one actuator, and a flight control system provides reference variables X soll  and/or {dot over (X)} soll  to actuate the actuator. X soll  indicates a target position or a target force or a target moment and {dot over (X)} soll  indicates a change over time of X soll . The device includes: a sensor system, which determines forces F ext,Boe  acting from outside on the control surface and produced by gusts; and a regulator for regulating the actuator on the basis of: F ext,Boe , the reference variables X soll  and/or {dot over (X)} soll  and control variables X and/or {dot over (X)} generated by the actuator and detected by a sensor system, wherein the regulator has a regulation behavior with which the forces F ext,Boe  produced by gusts are compensated.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is the U.S. National Phase of International Patent Application No. PCT/EP2017/073362, filed on 15 Sep. 2017, which claims benefit of German Patent Application No. 10 2016 117 638.9, filed on 19 Sep. 2016, the contents of which are incorporated herein by reference in their entirety.

BACKGROUND Field

The invention relates to an apparatus and a method of reducing gust loads acting on an aircraft. Furthermore, the invention relates to an aircraft with such an apparatus.

Related Art

Apparatus for reducing gust loads acting on an aircraft are known. The apparatus typically include an acceleration sensor arranged near the center of gravity of the aircraft for detecting accelerations of the aircraft caused by gusts. Here, the additional acceleration due to gusts is excluded from the total acceleration which acts on the aircraft and particularly in the event of maneuverings contributing to accelerations of the aircraft. For compensating additional loads/accelerations on the aircraft due to gusts, actuators which actuate the aerodynamically effective control surfaces of the aircraft are actively actuated such that the additional load of the gust is compensated. Thus, the required total uplift of the aircraft as well as the bending moment at the wing root (root bending moment) are reduced.

DE102014108336 A1 demonstrates a method for reducing the impact of airflow turbulence on aircrafts and an aircraft regulation unit having a base regulation unit for controlling the flight condition of the aircraft in dependence on predetermined attitude control values, and a swirl air compensation unit for detecting air flow turbulence in the vicinity of the aircraft and for determining compensation values for reducing the influence of the detected airflow turbulence, wherein the output signals of the swirl air compensation unit are linked with the base regulation unit.

DE102011114222 A1 shows an electronic load limitation function for an electromechanical actuator of the flight control. The electronic load limitation function is characterized in that a set load of the actuator is detected electronically and when leaving an allowed load range, a manipulation of signals for regulating the actuator is made such that proceeding the actuator and the relating control surface towards a lower set load occurs, whereby the load is reduced and the nominal regulation is resumed after attenuation of the overload.

WO 2009/144312 A1 shows a system and a method for determining parameters of an aircraft. The calculation system for an aircraft described therein includes at least one sensor for detecting aeroelastic and flight-mechanical movement variables of the aircraft, for detecting positions and movements of the control surfaces of the aircraft or for detecting speeds of gusts of wind acting on the aircraft, as well as a calculation unit which calculates parameters of the passenger comfort and the cabin safety as well as movement variables of the aircraft as a function of the sensor data indicated by the sensors and a non-linear simulation model of the aircraft.

US 2016/0328891 A1 describes a method as well as an apparatus for operating a flight control and regulation of a plane. The suggested apparatus enables the localization of mechanical blockings of a flight control and regulation system of the plane.

U.S. Pat. No. 8,050,780 B2 shows a control system for controlling a joystick with force feedback.

US 2010/0332052 A1 shows a method for identifying a plurality of flight conditions of an aircraft. The method includes detecting a deflection of a control surface of the aircraft by an actuator, detecting a current for actuating the actuator, and estimating flight conditions of the aircraft based on the detected deflection of the control surface as well as the detected current.

SUMMARY

The object of the invention is to provide an apparatus and a method, respectively, which are improved compared with the related art, for reducing gust loads acting on an aircraft, particularly wherein a reduction of gust loads acting on control surfaces should be enabled, without using a central flight guidance computer.

The invention will become apparent from the features of the independent claims. Advantageous further developments and embodiments are the subject matter of the dependent claims. Other features, possible applications and advantages of the invention will become apparent from the following description, as well as the explanation of example embodiments of the invention shown in the figures.

A first aspect of the invention relates to an apparatus for reducing gust loads acting on an aircraft, wherein the aircraft has at least one aerodynamic control surface movable by at least one actuator, and a flight control system of the aircraft provides reference variables X_(soll) and/or {dot over (X)}_(soll) for actuating the actuator, wherein X_(soll) indicates a target position or a target force or a target moment and {dot over (X)}_(soll) indicates a time change of X_(soll).

Herein, the term “aircraft” includes any flight device which are heavier or lighter than air, particularly fixed-wing aircrafts, helicopters, airships, multicopters, and drones. The aircrafts may be equipped for being controlled by a human and/or have an automatic flight control device which enables an automatic/autonomous operation of the aircraft.

Herein, the term “gust load” describes an additional force or an additional moment, respectively, which occurs due to the action of a gust to the aircraft or the floor spaces.

The term “flight control system” advantageously includes a flight computer which identifies and provides the reference variables X_(soll) and/or {dot over (X)}_(soll) for actuating the actuator based on specifications (control information). The flight guidance system is advantageously connected to input means which enable inputs by a pilot and thus create SV_(Pilot) specifications (control information). The input means advantageously include rudder pedals for specifying a position of a rudder of the aircraft as well as means for input of a specification of positions of an aileron and/or an elevator. The latter means may particularly be designed as a so-called “side stick” or “yoke” or “control lever”.

Alternatively or additionally, the flight control system is advantageously connected to a system for automatic flight control which creates SV_(AutoPilot) specifications (control information). This system for automatic flight control advantageously includes an autopilot system which is designed and equipped for automatic flight guidance. The specifications: SV_(Pilot) as well as SV_(AutoPilot) advantageously are each vectors, the vector elements of which provide specifications (control information) for each individual actuator and/or a group of actuators. In manned aircrafts, the input means for pilots and the systems for automatic flight control are advantageously present. In unmanned aircrafts (drones), only the system for automatic flight control is advantageously present.

The “actuators” may be particularly: Hydraulic actuators, electromechanically propelled actuators (for example, including an electric motor with and without transmission). Typically, the actuators are connected to the related control surfaces via a mechanism (drive train) such that they may be moved by the actuators. For redundancy reasons, at least two actuators advantageously propel a control surface. The load/air force acting on a control surface is thus transmitted to the actuators connected to the control surface.

Herein, the term “control surfaces” includes any control surfaces articulably and adjustably by actuators which may be induced by a specific movement of the aircraft during the flight, particularly: aileron, rudder, elevator, spoiler, rotor blades, propeller blades, brake flaps, slats, etcetera.

Herein, the term “target position” designates particularly a longitudinal position or an angular position. Herein, the term “target force” designates particularly a force or a moment. Depending on whether X_(soll) indicates a position or a force or a moment, respectively, the regulation concept of the regulator described below is defined as position-regulated or as force-/moment-regulated.

According to the invention, the suggested apparatus has a sensor system which identifies the forces/moments F_(ext,Boe) acting from outside on the respective control surface and produced by gusts. In this respect, the sensor system has a force sensor or a moment sensor which initially detects the total force/moment at the control surface. The force or moment sensor, respectively, is advantageously arranged in the actuator itself, in the drive train of the respective actuator or within the connection between the drive train and control surfaces. With the adequate design and equipment, the respective actuator itself may also be used as a force or moment sensor, respectively. The sensor system is further advantageously designed and equipped in a way that it identifies the force/moment proportion F_(ext,Boe) on the basis of the measured (total) force or the (total) moment, respectively, and using parameters which describe the aerodynamic state of the aircraft and the state of the surrounding air (for example, flight speed, flight height, air density, etc.).

The suggested apparatus according to the invention further includes a regulator for regulating the actuator based on: F_(ext,Boe), the reference variables: X_(soll) and/or {dot over (X)}_(soll) and regulating variables generated by the actuator and detected by a sensor system: X and/or {dot over (X)}, wherein the regulator has a regulation behavior which enables the compensation of the forces/moments F_(ext,Boe) produced by gusts. The sensor system for identifying or detecting the regulating variables X and/or {dot over (X)} includes, depending on the regulatory philosophy implemented in the regulator, at least one force- or moment sensor (if the regulator is a force regulator) or at least one position sensor (if the regulator is a position regulator).

Herein, the term “compensate” is used in the meaning of “reduced as much as possible”. Ideally, the load on the control surface is completely removed by F_(ext,Boe).

If a control surface is propelled by more than one actuator, these actuators are generally regulated in a way that the forces/moments F_(ext,Boe) produced by the gusts are compensated.

An advantageous further development of the suggested apparatus is characterized in that the (force/moment) regulator has a processor which works with a processor frequency PT1 and the flight control system has a processor which works with a processor frequency PT2, wherein: PT1>PT2, particularly PT1>2*PT2. Particularly in the event of occurring gusts acting from outside on the control surfaces, this enables a fast and thus effective regulation of the affected actuators.

The suggested apparatus enables a reduction of the gust loads acting on the control surfaces, without using a central flight guidance computer. In contrast to the related art, the additional forces or additional moments, respectively, acting on the control surface due to gusts are herein directly locally (i.e., in the actuator, at the actuator, at/in the drive train or at the control surface) detected by a respective force/moment sensor. Particularly advantageously, the actuator itself is the sensor. With the suggested regulator, the “rigidity” of the regulation behavior for compensating the identified gust load is reduced and thus the “flexibility” of the regulation behavior regarding additional forces/moments due to the impact of gusts are selectively increased.

Using the suggested apparatus, at least the gust loads acting on the control surfaces of the aircraft which are moved by the actuator are compensated. Ideally (complete compensation), the gust loads on the control surfaces are thus compensated to “zero”. However, the gust loads acting on the other structural parts of the aircraft, e.g., fuselage, airfoil, empennages, etc., are not reduced, even in the event of a complete compensation of the gust loads acting on the control surfaces. Particularly in the event of a higher frequency of the regulator in comparison to the flight guidance system and the anatomy of the regulator, it is possible to compensate gust loads on the control surfaces as much as possible, which is not possible with gust reduction systems of the prior art. The contribution achievable by the suggested apparatus for reducing gust loads on the entire aircraft depends on the ratio of the total area of the aircraft, which is effective upon the occurrence of gusts on the plane, to the area of the control surface which is controlled using the apparatus suggested herein. Depending on the design of the plane, this contribution is within a range of less than 10% of the gust loads acting on the entire aircraft, if it is considered that the gust may also act on the entire plane.

An advantageous further development of the suggested apparatus is characterized in that the regulator has a regulation behavior, wherein the forces/moments F_(ext,Boe) produced by gusts on the respective control surface are overcompensated. In this case, not only the gust loads on the respective control surface are compensated, but additionally, the respective control surface is controlled in a way that an additional force/moment is transmitted to the plane structure which counteracts the gust load detected at the control surface. With this further development, an active deflection of the control surface for reducing the gust loads on the entire aircraft is initiated by the regulator, wherein the gust loads, in contrast to the prior art, are detected by a force/moment sensor of the respective control surface. In contrast to the prior art, this enables a faster and autonomous reaction and thus an effective reduction of occurring gust loads. With this further development, the gust loads which act on the entire aircraft may be reduced within a range of up to 15% of the gust loads acting on the entire aircraft.

An advantageous further development of the suggested apparatus is characterized in that a reference variable pre-control for the reference variables: X_(soll) and/or {dot over (X)}_(soll) is present, wherein the actuator with a control variable S_(SOLL) is controlled, which is the sum of the control variable S_(Fv) of the reference variable pre-control and the control variable S_(RE) of the regulator: S_(SOLL)=S_(Fv)+S_(RE). To the reference variable pre-control, the currently detected regulating variables: X and/or {dot over (X)} are added.

The reference variable pre-control enables the compensation of a friction and/or dynamic in the actuator and/or a friction and/or dynamic in the drive train assigned to the respective actuator A as well as particularly an air force on the control surface (without the impact of gusts) which is to be expected due to the deflection of the control surface according to X_(soll) and/or {dot over (X)}_(soll).

Depending on the type of the given reference variable X_(soll) (position or force/moment), the regulator is advantageously a position regulator or control frequency regulator or a force regulator. If the regulator is designed as a position regulator, it directly regulates advantageously the current position, i.e., without using a cascade regulator. The regulator is further advantageously arranged at the actuator or in a direct environment of the actuator. Thus, particularly long-signal propagation times are prevented and faster reaction times are achieved. An advantageous further development of the suggested apparatus is characterized in that the regulator uses the following regulating model:

F _(R)=(X−X _(soll))*c+({dot over (X)}−{dot over (X)} _(soll))*d  (1)

with: F_(R): control variable of the regulator which indicates a force, X: regulating variable which indicates a position, {dot over (X)}: time derivative of the position X regulating variable, c: rigidity, and d: dampening, wherein: S_(RE)=F_(R) and S_(Fv) indicates a force. A change of the regulation behavior during the impact of external gust loads is particularly achieved by a respective change of the rigidity, i.e. particularly that the rigidity c is selected to be low in the event of F_(ext,Boe)=0 or |F_(ext,Boe)|>G1 (G1=given limit).

In the event that a reference variable pre-control is present, the rigidity c is selected to be low and is not changed such that there will generally be a “flexible” regulation behavior in the event of occurring external forces or moments. In this case, the reference value pre-control is designed rigidly such that a respective “rigid” direct actuation of the actuator by the reference variables prior to the control occurs in the event of the presence of a reference variable X_(soll) which deviates from an aerodynamic neutral position. Due to the summation of the control variable S_(FV) of the reference variable pre-control and the control variable S_(RE) of the regulator: S_(SOLL)=S_(FV)+S_(RE) which takes place, it will be ensured on the one hand that the control surface achieves the deflection required for the intended flight guidance, wherein the regulation behavior still enables a compensation of occurring gust loads due to the regulator and the rigidity c selected to be low.

An advantageous further development of the suggested apparatus is characterized in that the regulator uses the following regulating model:

F _(R) =F _(soll) +F _(ext,Boe) *k+{dot over (X)}*d  (2)

with: F_(R): control variable S_(RE) of the regulator which indicates a force, X: regulating variable which indicates a position, {dot over (X)}: time derivative of the position X regulating variable, k: parameter, and d: dampening.

Advantageously, the rigidity c, and/or the dampening d, and/or the parameter k are specified as constants. Advantageously, the rigidity c, and/or the dampening d, and/or the parameter k are specified depending on a current flight condition of the aircraft. Advantageously, the rigidity c, and/or the dampening d, and/or the parameter k are specified depending on a frequency range of the forces/moments F_(ext,Boe) identified by the sensor system and acting from outside on the respective control surface. Thus, the rigidity c, and/or the dampening d, and/or the parameter k may vary linearly or non-linearly.

An advantageous further development of the suggested apparatus is characterized in that the rigidity c has a first value c which is reduced to a second value c2 in the event of F_(ext,Boe)≠0 or |F_(ext,Boe)|>G1 (G1=specified limit), wherein c2<c1, and wherein c2 is selected in a way that F_(ext,Boe) is completely compensated or overcompensated. For overcompensation of the force/moment F_(ext,Boe), the rigidity c advantageously has negative values. The regulation behavior of the regulator in the presence of gust loads F_(ext,Boe)≠0 or |F_(ext,Boe)|>G1 (G1=specified limit) on the control surface is thus “flexible” or “elastic”. In the event of a respective choice of rigidities, a gust load occurring at the control surface may be compensated nearly completely.

Similarly, a further development of the suggested apparatus is characterized in that the parameter k has a first value k1 which is reduced to a second value k2 in the event of F_(ext,Boe)≠0 or |F_(ext,Boe)|>G1 (G1=specified limit), wherein k2<k1, and wherein k2 is selected in a way that F_(ext,Boe) is completely compensated or overcompensated. For overcompensation of the gust load F_(ext,Boe), k may have negative values. The actuator includes advantageously an electric motor (with or without transmission). Advantageously, the control variable S_(SOLL) in this case is a target force or a target moment which is supplied as a reference variable to a force regulator, wherein the force regulator regulates a current for the electric motor.

An advantageous further development of the suggested apparatus is characterized in that the sensor system has a force/moment sensor for measuring a total force/moment F_(ext,Ges) acting from outside on the control surface, wherein F_(ext,Ges)=F_(ext,Boe)+F_(ext,Rest), wherein F_(ext,Rest) indicates a force/moment acting on the control surface without the presence of gusts: F_(ext,Boe)=0, and the sensor system is designed and equipped in a way that, based on the reference variables X_(soll) and/or {dot over (X)}_(soll), a current flight speed of the aircraft V_(LufFZ), a current flight high H_(LufFZ) of the aircraft and a current temperature T_(LufFZ) of the air surrounding the aircraft, an estimation of the air force/moment F_(ext,Rest)* acting on the control surface without the presence of gusts is performed. Based on this estimation and the measurement of the total force F_(ext,Ges), it is thus possible to identify the additional force/moment F_(ext,Boe) produced by gusts.

Alternatively, the force/moment F_(ext,Boe) may be identified using a suitable frequency filtering of the measured variable F_(ext,Ges) based on the total force measured by the sensor system or, respectively, the total moment measured by the sensor system F_(ext,Ges). It is expected that the forces/moments produced by gusts are higher frequency force/moment portions and may thus be distinguished from deflection of the control surfaces, which are specifically generated for flight guidance, and air forces (low frequency) accomplished by that. The frequency filter is to be selected accordingly. The frequency filter is advantageously specified particularly depending on a dynamic condition (e.g., the flight speed, the flight height, etc.) and/or a configuration of the aircraft.

A second aspect of the present invention relates to an aircraft with an apparatus as discussed previously. Advantageously, the regulator is arranged in the aircraft at the actuator or in close proximity to the actuator. This enables short signal propagation times between the regulator and the sensor system, and thus a reduction of actuator reaction times, and thus an improved effective reduction of addition gust loads.

Advantageous further developments of the aircraft are caused by a similar and analogous transmission of the embodiments described previously regarding the apparatus according to the invention.

A third aspect of the present invention relates to a method for reducing gust loads acting on an aircraft, wherein the aircraft has at least one aerodynamic control surface movable by at least one actuator, and a flight control system provides reference variables X_(soll) and/or {dot over (X)}_(soll) for actuating the actuator, wherein X_(soll) indicates a target position or a target force or a target moment and {dot over (X)}_(soll) indicates a time change of X_(soll).

The suggested method according to the invention includes the following steps. In a first step, the forces/moments F_(ext,Boe) acting from outside on the control surface and produced by gusts are identified. In a second step, regulating the actuator using the regulator based on: F_(ext,Boe), the reference variables: X_(soll) and/or {dot over (X)}_(soll) and regulating variables generated by the actuator and detected by a sensor system: X and/or {dot over (X)} is carried out in a way that forces/moments F_(ext,Boe) produced by gusts are compensated.

In an advantageous further development of the suggested method, the actuator is regulated in a way that the forces F_(ext,Boe) produced by gusts are overcompensated.

An advantageous further development of the suggested method is characterized in that a reference variable pre-control for the reference variables: X_(soll) and/or {dot over (X)}_(soll) is present, wherein the actuator with a control variable S_(SOLL) is controlled, which is the sum of the control variable S_(Fv) of the reference variable pre-control and the control variable S_(RE) of the regulator: S_(SOLL)=S_(Fv)+S_(RE). For the reference variable pre-control, the regulating variables: X and/or {dot over (X)} currently detected by the sensor system are provided. Depending on the design of the flight guidance control, the regulator is a position regulator or a control frequency regulator or a force regulator.

An advantageous further development of the suggested method is characterized in that the regulator uses the following regulating model:

F _(R)=(X−X _(soll))*c+({dot over (X)}−{dot over (X)} _(soll))*d

with: F_(R): control variable of the regulator which indicates a force, X: regulating variable which indicates a position, {dot over (X)}: time derivative of the position X regulating variable, c: rigidity, and d: dampening, wherein: S_(RE)=F_(R) and S_(Fv) indicates a force.

An advantageous further development of the suggested method is characterized in that the regulator uses the following regulating model:

F _(R) =F _(soll) +F _(ext,Boe) *k+{dot over (X)}*d

with: F_(R): control variable of the regulator which indicates a force, X: regulating variable which indicates a position, {dot over (X)}: time derivative of the position X regulating variable, k: parameter, and d: dampening.

Advantageously, the rigidity c, and/or the dampening d, and/or the parameter k are specified as constants. Alternatively, the rigidity c, and/or the dampening d, and/or the parameter k are specified depending on flight conditions of the plane and/or frequency-based depending on the frequency range of external forces on the control surface. The values of c, d, k may vary linear or non-linear.

An advantageous further development of the suggested method is characterized in that the rigidity c has a first value c which is reduced to a second value c2 in the event of F_(ext,Boe)≠0 or |F_(ext,Boe)|>G1 (G1=specified limit), wherein c2<c1, and wherein c2 is selected in a way that F_(ext,Boe) is completely compensated or overcompensated.

An advantageous further development of the suggested method is characterized in that the parameter k has a first value k1 which is reduced to a second value k2 in the event of F_(ext,Boe)≠0 or |F_(ext,Boe)|>G1 (G1=specified limit), wherein k2<k1, and wherein k2 is selected in a way that F_(ext,Boe) is completely compensated or overcompensated.

Regarding the mentioned overcompensation of the forces/moments F_(ext,Boe), the rigidity c or, respectively, the parameter k may have negative values.

An advantageous further development of the suggested method is characterized in that the measurement of a total force/moment F_(ext,Ges) acting from outside on the control surface, wherein F_(ext,Ges)=F_(ext,Boe)+F_(ext,Rest), is performed by a force/moment sensor, wherein F_(ext,Rest) designates the air force acting on the control surface without the presence of gusts (F_(ext,Boe)=0), and based on the reference variables X_(soll) and/or {dot over (X)}_(soll), a current flight speed of the aircraft V_(LufFZ), a current flight high H_(LufFZ) of the aircraft and a current temperature T_(LufFZ) of the air surrounding the aircraft, an estimation of the force/moment F_(ext,Rest*) acting on the control surface without the presence of gusts is performed. Based on this estimation and the measurement of the total force F_(ext,Ges), the additional force/moment F_(ext,Boe) produced by gusts is identified subsequently.

A further aspect of the invention relates to a computer system with a data processing apparatus, wherein the data processing apparatus is designed such that a method, as elaborated above, is executed on the data processing apparatus.

Another aspect of the invention relates to digital storage medium with electronically readable control signals, wherein the control signals can interact with a programmable computer system in such a way that a method, as elaborated above, is executed. Another aspect of the invention relates to a computer program product with a program code for executing the method, as elaborated above, stored on a machine-readable medium, if the program code is executed on a data processing apparatus.

Another aspect of the invention relates to a computer program with program codes for executing the method, as described above, if the program runs on a data processing apparatus.

For this purpose, the data processing apparatus can be designed as any known computer system known from the state of the art.

Other advantages, features and details will become apparent from the following description, in which at least one example embodiment is described in detail, with reference to the drawings, if applicable. Like, similar and/or analogue parts are indicated by like reference numerals.

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings:

FIG. 1 shows a schematic diagram of an apparatus according to the invention, and

FIG. 2 shows a schematic flow diagram of a method according to the invention.

DETAILED DESCRIPTION

FIG. 1 shows a schematic diagram of an apparatus according to the invention for reducing gust loads acting on an aircraft. The aircraft has an aerodynamic control surface 101, herein an elevator, which is movable by an actuator 102. Furthermore, the plane has a flight control system 103 which receives control specifications SV_(Pilot) from input means 110 for a pilot as well as control specifications SV_(AutoPilot) from an autopilot 109. The input means 110 includes rudder pedals for specifying control signals for a movement of the aircraft about the vertical axis as well as a so-called “side stick” for specifying control signals for movements of the aircraft about the transverse and longitudinal axis. The flight control system 103 processes the specifications of the input means 110 as well as the autopilot 109 and creates reference variables X_(soll) and {dot over (X)}_(soll) for actuating the actuator 102, wherein X_(soll) herein indicates a target position and {dot over (X)}_(soll) indicates a time change of X_(soll).

The apparatus includes a sensor system 104 which identifies forces F_(ext,Boe) acting from outside on the control surface 101 and produced by gusts.

Furthermore, the apparatus includes a regulator 105 for regulating the actuator 102 based on the following variables: F_(ext,Boe), the reference variables: X_(soll) and {dot over (X)}_(soll) as well as control variables X and {dot over (X)} generated by the actuator 102 and detected by a sensor system 120, wherein the sensor system 120 has a position sensor between the actuator 102 and the control surface 101 for identifying the control variables in the drive train. Thus, the control variables X and {dot over (X)} indicate a force and the time derivative.

According to the invention, the regulator 105 is designed and equipped in a way that it has a regulation behavior which enables the compensation of the forces F_(ext,Boe) produced by gusts. Herein, the apparatus has a pre-control 106 for the reference variables X_(soll) and {dot over (X)}_(soll). The regulating variable output of the reference variable pre-control provides the regulating variable S_(FV), the regulating variable output of the regulator 105 provides regulating variable S_(RE). Both regulating variables are combined to a regulating variable S_(SOLL)=S_(FV)+S_(RE) in an adder 108 which is added to the regulator 105.

FIG. 2 shows a schematic flow diagram of a method according to the invention for reducing gust loads acting on an aircraft, wherein the aircraft has at least one aerodynamic control surface 101 movably by at least one actuator 102, and a flight control system 103 provides reference variables: X_(soll) and/or {dot over (X)}_(soll) for actuating the actuator 102, wherein X_(soll) indicates a target position or a target force or a target moment and {dot over (X)}_(soll) indicates a time change of X_(soll). The method includes the following steps. In a first step 201, the forces F_(ext,Boe) acting from outside on the control surface 101 and produced by gusts are identified. In a second step 202, regulating the actuator 102 using the regulator 105 based on: F_(ext,Boe), the reference variables: X_(soll) and/or {dot over (X)}_(soll) and regulating variables generated by the actuator and detected by a sensor system 120: X and/or {dot over (X)} is carried out in a way that forces F_(ext,Boe) produced by gusts are compensated.

Although the invention has been further illustrated and explained by way of preferred example embodiments, the invention is not limited by the disclosed examples and other variations can be derived therefrom by the person skilled, without departing from the scope of the invention. It is thus understood that a plurality of possible variations exists. It is also understood that embodiments presented by way of example are really merely examples that should not be construed as limiting the scope, the possible applications or the configuration of the invention in any way. The above description and the description of the figures rather enable the person skilled in the art to concretely implement the example embodiments, wherein the person skilled in the art, in the knowledge of the disclosed inventive concept, can make numerous changes, for example, with respect to the function or the arrangement of individual elements, mentioned in an example embodiment, without departing from the scope defined by the claims and their legal equivalences, such as further explanations in the description.

LIST OF REFERENCE NUMERALS

-   101 control surface -   102 actuator -   103 flight control system -   104 sensor system -   105 regulator -   106 reference variable pre-control -   108 adder -   109 autopilot -   110 input means for input of control specifications by a pilot -   120 sensor system for detecting the regulating variables X_(A)     and/or {dot over (X)}_(A) -   SV_(AutoPilot) control specifications from the autopilot -   SV_(Pilot) control specifications from the pilot -   X_(soll) target position of the actuator -   S_(FV) control variable of the reference variable pre-control -   S_(RE) control variable of the regulator -   X_(A) regulating variable of the actuator -   F_(ext,Boe) forces/moments produced by gusts -   201, 202 method steps 

1. An apparatus to reduce gust loads acting on an aircraft, wherein the aircraft has at least one aerodynamic control surface movable by at least one actuator, and a flight control system provides reference variables X_(soll) and/or {dot over (X)}_(soll) for actuating the at least one actuator, wherein X_(soll) indicates a target position or a target force or a target moment and {dot over (X)}_(soll) indicates a time change of X_(soll), the apparatus comprising: a sensor system configured to identify forces/moments F_(ext,Boe) acting from outside on the at least one aerodynamic control surface and produced by gusts; and a regulator configured to regulate the at least one actuator on the basis of: F_(ext,Boe), the reference variables X_(soll) and/or {dot over (X)}_(soll) as well as the reference variables X and/or {dot over (X)} produced by the at least one actuator and detected by a second sensor system, wherein regulation of the regulator enables compensation of the forces/moments F_(ext,Boe) produced by gusts.
 2. The apparatus according to claim 1, wherein the regulator has a processor PR1 which works with a processor frequency PT1, and the flight control system has a processor PR_(F) which works with a processor frequency PT2, wherein PT1>PT2.
 3. The apparatus according to claim 1, wherein there is a reference variable pre-control for the reference variables X_(soll) and/or {dot over (X)}_(soll), wherein the actuator is controlled with a control variable S_(SOLL) which is a sum of a control variable S_(Fv) of the reference variable pre-control and a control variable S_(RE) of the regulator: S_(SOLL)=S_(Fv)+S_(RE).
 4. The apparatus according to claim 1, wherein the regulator uses the following regulating model: F _(R)=(X−X _(soll))*c+({dot over (X)}−{dot over (X)} _(soll))*d  (1) with: F_(R): control variable of the regulator which indicates a force, X: regulating variable which indicates a position, {dot over (X)}: time derivative of the position X regulating variable, c: rigidity, and d: dampening, wherein: S_(RE)=F_(R) and S_(Fv) indicates a force.
 5. The apparatus according to claim 1, wherein the regulator uses the following regulating model: F _(R) =F _(soll) +F _(ext,Boe) *k+{dot over (X)}*d  (2) with: F_(R): control variable of the regulator which indicates a force, X: regulating variable which indicates a position, {dot over (X)}: time derivative of the position X regulating variable, k: parameter, and d: dampening.
 6. The apparatus according to claim 1, wherein the actuator is an electric motor.
 7. The apparatus according to claim 6, wherein the control variable S_(SOLL) indicates a target force which is supplied as a reference variable to a force regulator, wherein the force regulator regulates a current for the electric motor.
 8. The apparatus according to claim 1, wherein: the sensor system is configured to measure a total force F_(ext,Ges) acting from outside on the at least one aerodynamic control surface, wherein F_(ext,Ges)=F_(ext,Boe)+F_(ext,Rest), has a force sensor, wherein F_(ext,Rest): air force acting on the at least one aerodynamic control surface without a presence of gusts: F_(ext,Boe)=0; and the sensor system is configured in a way that an estimation of the air force F_(ext,Rest)* acting on the at least one aerodynamic control surface without the presence of gusts is made on the basis of the reference variables X_(soll), {dot over (X)}_(soll), a current flight speed of the aircraft V_(LufFZ), a current flight height H_(LufFZ) of the aircraft, and a current temperature T_(LufFZ) of air surrounding the aircraft, wherein F_(ext,Boe) is calculated as follows: F_(ext,Boe)=F_(ext,Ges)−F_(ext,Rest)*.
 9. An aircraft with an apparatus according to claim
 1. 10. A method of reducing gust loads acting on an aircraft, wherein the aircraft has at least one aerodynamic control surface movable by at least one actuator, and a flight control system provides reference variables X_(soll) and/or {dot over (X)}_(soll) for actuating the at least one actuator, wherein X_(soll) indicates a target position or a target force or a target moment and {dot over (X)}_(soll) indicates a time change of X_(soll), the method comprising: identifying forces/moments F_(ext,Boe) acting from outside on the at least one aerodynamic control surface and produced by gusts and; regulating the at least one actuator using a regulator on the basis of: F_(ext,Boe), the reference variables X_(soll) and/or {dot over (X)}_(soll) as well as reference variables X and/or {dot over (X)} produced by the at least one actuator and detected by a second sensor system, wherein regulation of the regulator enables compensation of forces/moments F_(ext,Boe) produced by gusts.
 11. The method according to claim 10, wherein the method comprises: providing the regulator with a processor PR1 which works with a processor frequency PT1; and providing the flight control system with a processor PR_(F) which works with a processor frequency PT2, wherein PT1>PT2.
 12. The method according to claim 10, wherein the method comprises: providing the regulator with a processor PR1 which works with a processor frequency PT1; and providing the flight control system with a processor PR_(F) which works with a processor frequency PT2, wherein PT1>2*PT2.
 13. The method according to claim 10, wherein the method comprises: providing a reference variable pre-control for the reference variables X_(soll) and/or {dot over (X)}_(soll); and controlling the actuator with a control variable S_(SOLL) which is a sum of a control variable S_(Fv) of the reference variable pre-control and a control variable S_(RE) of the regulator, wherein S_(SOLL)=S_(Fv)+S_(RE).
 14. The method according to claim 10, wherein the method comprises the regulator using the following model: F _(R)=(X−X _(soll))*c+({dot over (X)}−{dot over (X)} _(soll))*d  (1) with: F_(R): control variable of the regulator which indicates a force, X: regulating variable which indicates a position, {dot over (X)}: time derivative of the position X regulating variable, c: rigidity, and d: dampening, wherein: S_(RE)=F_(R) and S_(Fv) indicates a force.
 15. The method according to claim 10, wherein the method comprises the regulator using the following regulating model: F _(R) =F _(soll) +F _(ext,Boe) *k+{dot over (X)}*d  (2) with: F_(R): control variable of the regulator which indicates a force, X: regulating variable which indicates a position, {dot over (X)}: time derivative of the position X regulating variable, k: parameter, and d: dampening.
 16. The method according to claim 10, wherein the at least one actuator is an electric motor.
 17. The method according to claim 16, wherein the method comprises: supplying a control variable S_(SOLL) as a reference variable to a force regulator, wherein the variable S_(SOLL) indicates a target force; and regulating via the force regulator a current for the electric motor based on the target force.
 18. The method according to claim 10, wherein the method comprises: measuring via a force sensor of the sensor system a total force F_(ext,Ges) acting from outside on the at least one aerodynamic control surface, wherein F_(ext,Ges)=F_(ext,Boe)+F_(ext,Rest), wherein F_(ext,Rest): air force acting on the at least one aerodynamic control surface without a presence of gusts: F_(ext,Boe)=0; and estimating via the sensor system air force F_(ext,Rest)* acting on the at least one aerodynamic control surface without the presence of gusts on the basis of the reference variables X_(soll), {dot over (X)}_(soll), a current flight speed of the aircraft V_(LufFZ), a current flight height H_(LufFZ) of the aircraft, and a current temperature T_(LufFZ) of the air surrounding the aircraft, wherein F_(ext,Boe) is calculated as follows: F_(ext,Boe)=F_(ext,Ges)−F_(ext,Rest)*.
 19. The apparatus according to claim 1, wherein the regulator has a processor PR1 which works with a processor frequency PT1, and the flight control system has a processor PR_(F) which works with a processor frequency PT2, wherein PT1>2*PT2. 